WO2021060099A1 - Vehicle light fixture system - Google Patents

Abstract

Provided is a vehicle light fixture system which can illuminate a line-of-sight direction of a driver in a stable manner irrespective of a traveling state. The present invention is characterized by being a vehicle light fixture system (10) comprising: a plurality of swivel angle calculation means (42, 43); a traveling state determination means (44) which determines a traveling state of the vehicle itself; a swivel angle selection means (45) which selects a swivel angle, corresponding to the traveling state of the vehicle itself as determined by the traveling state determination means, from among swivel angles respectively calculated by the plurality of swivel angle calculation means; a vehicle light fixture unit (20); and a control means (46) which controls a light illumination direction of the vehicle light fixture unit on the basis of the swivel angle selected by the swivel angle selection means.

Description

Vehicle lighting system

The present invention relates to a vehicle lighting system, and more particularly to a vehicle lighting system capable of stably irradiating the driver's line-of-sight direction regardless of a driving state.

Conventionally, the swivel angle (angle for controlling the optical axis of the vehicle lamp unit in the horizontal direction) is calculated based on the steering angle and the vehicle speed, and the optical axis of the vehicle lamp unit 20 (the optical axis of the vehicle lamp unit 20 in the calculated swivel angle direction). A vehicle lamp system that controls the light irradiation direction) is known (see, for example, Patent Document 1). Further, conventionally, the curve curvature of the traveling path is calculated based on the image of the front of the vehicle, the swivel angle is calculated based on the curve curvature, and the optical axis of the vehicle lamp unit is set in the calculated swivel angle direction. A controlled vehicle lamp system is also known (see, for example, Patent Document 2).

Japanese Patent No. 2633169 Japanese Patent No. 3690099

However, the vehicle lighting system described in Patent Document 1 has a problem that it cannot irradiate the driver's line-of-sight direction depending on the driving state. For example, when the vehicle enters the curve or exits the curve, the driver's line of sight moves in the direction of travel before steering or before the steering is reflected in the swivel angle. That is, the movement of the optical axis of the vehicle lamp unit is delayed without following the movement of the driver's line of sight. As a result, it is not possible to irradiate the driver's line of sight.

Further, in the vehicle lighting system described in Patent Document 2, there is a problem that the optical axis direction (light irradiation direction) of the vehicle lighting unit is not stable depending on the traveling state. For example, when traveling on a curved road with a constant radius, the swivel angle is correct because part of the traveling route is out of the detection range (outside the shooting range) depending on the curve shape (for example, a sharp curve). Cannot be calculated (false positive or lost detection). As a result, the optical axis direction (light irradiation direction) of the vehicle lamp unit is not stable.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle lighting system capable of stably irradiating the driver's line-of-sight direction regardless of the driving state.

In order to achieve the above object, one aspect of the present invention is a plurality of swivel angle calculating means, a traveling state determining means for determining the traveling state of the own vehicle, and a swivel calculated by each of the plurality of swivel angle calculating means. Based on the swivel angle selecting means for selecting the swivel angle according to the running state of the own vehicle determined by the traveling state determining means, the vehicle lamp unit, and the swivel angle selected by the swivel angle selecting means. It is a vehicle lighting system including a control means for controlling a light irradiation direction of the vehicle lighting unit.

According to this aspect, it is possible to provide a vehicle lighting system that can stably irradiate the driver's line-of-sight direction regardless of the driving condition.

This may control the optical axis (light irradiation direction) of the vehicle lamp unit based on one of the first swivel angle (for example, the steering angle swivel angle) and the second swivel angle (for example, the white line detection swivel angle). Instead, the swivel angle corresponding to the running state of the own vehicle determined by the running state determining means is selected from the first swivel angle and the second swivel angle, and the optical axis of the vehicle lamp unit is based on the selected swivel angle. This is by controlling the (light irradiation direction).

Further, in the above invention, in a preferred embodiment, the plurality of swivel angle calculating means are set to the first swivel angle calculating means for calculating the first swivel angle based on the steering angle of the own vehicle and the curve curvature of the planned traveling route of the own vehicle. It is characterized by including a second swivel angle calculating means for calculating a second swivel angle based on the above.

Further, in the above invention, preferred embodiments are a curve curvature calculating means for calculating the curve curvature of the vehicle's planned travel route based on an image in front of the vehicle captured by an imaging device mounted on the vehicle, and a curve curvature calculating means of the vehicle. It is characterized by further including a steering angle sensor for detecting the steering angle.

Further, in the above invention, in a preferred embodiment, when the determination result by the traveling state determining means is a straight running state, a curve entrance state, or a curve exit state, the swivel angle selecting means is calculated by the second swivel angle calculating means. It is characterized in that the second swivel angle is selected.

Further, in the above invention, in a preferred embodiment, when the determination result by the traveling state determining means is in a constant curve state, the swivel angle selecting means selects the first swivel angle calculated by the first swivel angle calculating means. It is characterized by.

Further, in the above invention, a preferred embodiment is characterized in that the traveling state determining means determines the traveling state of the own vehicle at least based on the comparison result between the steering angle of the own vehicle and the threshold value.

It is a schematic block diagram of a vehicle lamp system 10. (A) A flowchart for explaining an operation example of the steering angle swivel angle calculation unit 42, and (b) a flowchart for explaining an operation example of the white line detection swivel angle calculation unit 43. This is an example of a steering angle swivel angle θ1 and a white line detection swivel angle θ2 calculated in each traveling state of the own vehicle V. This is an example of controlling the light irradiation direction of the vehicle lamp unit 20 when the traveling state of the own vehicle V is “straight ahead”. This is an example of controlling the light irradiation direction of the vehicle lamp unit 20 when the traveling state of the own vehicle V is the “curve entrance state”. This is an example of a detection range (shooting range of the imaging device 32) when the traveling state of the own vehicle V is a “constant curve state”. This is an example of controlling the light irradiation direction of the vehicle lamp unit 20 when the traveling state of the own vehicle V is the “curve exit state”. It is a flowchart for demonstrating the outline of the operation example of the vehicle lamp system 10. It is a flowchart for demonstrating the detail of the operation example of the vehicle lamp system 10.

Hereinafter, the vehicle lighting system 10 according to the embodiment of the present invention will be described with reference to the attached drawings. Corresponding components in each figure are designated by the same reference numerals, and duplicate description is omitted.

FIG. 1 is a schematic configuration diagram of a vehicle lamp system 10.

As shown in FIG. 1, the vehicle lamp system 10 includes a vehicle lamp unit 20, a steering angle sensor 30, a vehicle speed sensor 31, an image pickup device 32, a control unit 40, and the like. The vehicle lighting system 10 is mounted on a vehicle such as an automobile. Hereinafter, the vehicle equipped with the vehicle lighting system 10 is referred to as the own vehicle V.

The vehicle lamp unit 20, the steering angle sensor 30, the vehicle speed sensor 31, and the image pickup device 32 are connected to the control unit 40.

The vehicle lighting unit 20 is a variable light distribution type vehicle headlight capable of forming a light distribution pattern for a head lamp, and is mounted on the left side and the right side of the front end portion of the own vehicle V. The headlamp light distribution pattern is, for example, a low beam light distribution pattern, a high beam light distribution pattern, or an ADB (Adaptive Driving Beam) light distribution pattern.

The steering angle sensor 30 is a sensor that detects the steering angle of the own vehicle V, and is provided at a predetermined position of the own vehicle V. The vehicle speed sensor 31 is a sensor that detects the vehicle speed of the own vehicle V, and is provided at a predetermined position of the own vehicle V.

The image pickup device 32 includes an image pickup element such as a CCD sensor or a CMOS sensor, and captures an image including, for example, a traveling path (for example, a white line drawn on a road) in front of the own vehicle V. The image pickup device 32 is provided, for example, in the vehicle interior of the own vehicle V, and images the front of the own vehicle through the front glass.

The control unit 40 is, for example, an ECU (Electronic Control Unit) including a CPU, RAM, and ROM, although not shown. The control unit 40 executes a predetermined program read from the ROM into the RAM by the CPU to execute the white line detection unit 41, the steering angle swivel angle calculation unit 42, the white line detection swivel angle calculation unit 43, the traveling state determination unit 44, and the swivel. It functions as a corner selection unit 45 and a vehicle lamp unit control unit 46.

The control unit 40 includes a threshold value storage unit 47, a previous steering amount storage unit 48, and a previous running state storage unit 49.

The traveling state determination unit 44 has a threshold value (for example, a first threshold value A, a second threshold value B, a third threshold value C, and a fourth threshold value) stored in advance in the threshold value storage unit 47. D), the current running state of the own vehicle V is determined based on the steering amount (steering angle) stored in the previous steering amount storage unit 48, the running state stored in the previous running state storage unit 49, and the like. A specific operation example of the traveling state determination unit 44 will be described later.

The white line detection unit 41 executes a predetermined process based on the image captured by the image pickup device 32, so that the curve curvature of the travel path (planned travel route) in front of the vehicle V is set on the road in front of the vehicle V. Detects the curve curvature of the drawn white line. The white line detecting unit 41 is an example of the curve curvature calculating means of the present invention. The white line detection unit 41 may be provided in a place other than the control unit 40 (for example, the image pickup apparatus 32).

The steering angle swivel angle calculation unit 42 calculates the swivel angle by executing a predetermined process based on the steering angle (and the vehicle speed detected by the vehicle speed sensor 31) detected by the steering angle sensor 30 and the like. For example, the steering angle swivel angle calculation unit 42 calculates the swivel angle that irradiates the position of the own vehicle V after a lapse of a predetermined time (for example, after a few seconds). Hereinafter, the swivel angle calculated by the rudder angle swivel angle calculation unit 42 is referred to as a rudder angle swivel angle θ1. The steering angle swivel angle calculation unit 42 is an example of the first swivel angle calculating means of the present invention, and the steering angle swivel angle θ1 is an example of the first swivel angle of the present invention.

FIG. 2A is a flowchart for explaining an operation example of the steering angle swivel angle calculation unit 42.

The flowchart shown in FIG. 2A starts when, for example, the headlamp switch (not shown) is turned on, and ends when the headlamp switch is turned off.

When the headlamp switch is turned on, the steering angle swivel angle calculation unit 42 executes a predetermined process based on the steering angle detected by the steering angle sensor 30 and the vehicle speed detected by the vehicle speed sensor 31, so that the steering angle swivel angle is swiveled. Calculate θ1 (step S10). FIG. 3 shows an example of the steering angle swivel angle θ1 calculated in each traveling state of the own vehicle V.

For example, the rudder angle swivel angle calculation unit 42 calculates the rudder angle swivel angle θ1 corresponding to the rudder angle detected by the rudder angle sensor 30 by referring to a map stored in advance in a storage unit such as the control unit 40. To do. In this map, the rudder angle and the swivel angle are stored in association with each other so that the rudder angle swivel angle θ1 becomes larger as the rudder angle is larger.

The white line detection swivel angle calculation unit 43 calculates the swivel angle by executing a predetermined process based on the curve curvature detected by the white line detection unit 41. For example, the white line detection swivel angle calculation unit 43 calculates the swivel angle that irradiates the position of the own vehicle V after a lapse of a predetermined time (for example, after a few seconds). Hereinafter, the swivel angle calculated by the white line detection swivel angle calculation unit 43 is referred to as a white line detection swivel angle θ2. The white line detection swivel angle calculation unit 43 is an example of the second swivel angle calculation means of the present invention, and the white line detection swivel angle θ2 is an example of the second swivel angle of the present invention.

FIG. 2B is a flowchart for explaining an operation example of the white line detection swivel angle calculation unit 43.

The flowchart shown in FIG. 2B starts when, for example, the headlamp switch is turned on, and ends when the headlamp switch is turned off.

When the headlamp switch is turned on and the white line is detected by the white line detection unit 41 (step S20: Yes), that is, the curve curvature of the white line drawn on the road in front of the vehicle V is detected by the white line detection unit 41. If so, the white line detection swivel angle calculation unit 43 calculates the white line detection swivel angle θ2 by executing a predetermined process based on the curve curvature detected by the white line detection unit 41 (step S21). FIG. 3 shows an example of the white line detection swivel angle θ2 calculated in each traveling state of the own vehicle V.

For example, the white line detection swivel angle calculation unit 43 refers to a map stored in advance in a storage unit such as the control unit 40, and the white line detection swivel angle θ2 corresponding to the curve curvature of the white line detected by the white line detection unit 41. Is calculated. In this map, the curve curvature and the swivel angle are stored in association with each other so that the white line detection swivel angle θ2 increases as the curve curvature increases.

If the white line is not detected by the white line detection unit 41 (step S20: No), the white line detection swivel angle calculation unit 43 does not calculate the white line detection swivel angle θ2.

The traveling state determination unit 44 determines the traveling state of the own vehicle V. For example, the traveling state determination unit 44 determines the traveling state of the own vehicle V based on the steering angle and the like detected by the steering angle sensor 30. The traveling state determination unit 44 is an example of the traveling state determining means of the present invention. A specific operation example of the traveling state determination unit 44 will be described later.

As shown in FIG. 3, the traveling state of the own vehicle V determined by the traveling state determination unit 44 includes a straight running state, a curve entrance state, a curve constant state, and a curve exit state.

The straight-ahead state is a state in which the vehicle V is traveling on a straight road. The curve entrance state is a state in which the vehicle V is traveling on a transition curve road (a transition curve road between a straight road on the entrance side and a curve road having a constant radius) toward a curve road having a constant radius. That is. The constant curve state is a state in which the own vehicle V is traveling on a curved road having a constant radius. The curve exit state is a state in which the vehicle V is traveling on a transition curve road (a transition curve road between a curve road having a constant radius and a straight road on the exit side) toward a straight road on the exit side. Is.

The swivel angle selection unit 45 is the own vehicle determined by the traveling state determination unit 44 among the steering angle swivel angle θ1 calculated by the steering angle swivel angle calculation unit 42 and the white line detection swivel angle θ2 calculated by the white line detection swivel angle calculation unit 43. The swivel angle is selected according to the running condition of V. The swivel angle selection unit 45 is an example of the swivel angle selection means of the present invention.

For example, when the traveling state of the own vehicle V determined by the traveling state determination unit 44 is "straight ahead", the swivel angle selection unit 45 selects the white line detection swivel angle θ2 as the swivel angle according to the traveling state of the own vehicle V. To do. The advantages of this are:

FIG. 4 is an example of controlling the light irradiation direction of the vehicle lamp unit 20 when the traveling state of the own vehicle V is “straight ahead”.

If the traveling state of the own vehicle V is "straight ahead", for example, as shown in FIG. 4A, when the own vehicle V is traveling on a straight road in front of a curved road, the own vehicle V is traveling. If the steering angle swivel angle θ1 is selected as the swivel angle according to the state, there is a problem that the driver's line-of-sight direction D cannot be irradiated. This is because when the traveling state of the own vehicle V is the “straight-ahead state”, the driver's line of sight D moves in the direction of travel (curved road direction) before steering or before the steering is reflected in the steering angle swivel angle θ1. This is due to the movement, that is, the movement of the optical axis of the vehicle lamp unit 20 is delayed without following the movement of the driver's line of sight.

On the other hand, since the white line detection swivel angle θ2 is calculated regardless of the steering state, when the traveling state of the own vehicle V is the “straight-ahead state”, the white line detection swivel is set as the swivel angle according to the traveling state of the own vehicle V. By selecting the angle θ2, the driver's line-of-sight direction D can be irradiated regardless of the steering state (see FIG. 4B). That is, when the traveling state of the own vehicle V is the “straight-ahead state”, the response of the optical axis movement of the vehicle lamp unit 20 by selecting the white line detection swivel angle θ2 as the swivel angle according to the traveling state of the own vehicle V. Improves sex.

Further, for example, when the traveling state of the own vehicle V determined by the traveling state determination unit 44 is the “curve entrance state”, the swivel angle selection unit 45 sets the swivel angle according to the traveling state of the own vehicle V as the white line detection swivel angle θ2. Select. The advantages of this are:

FIG. 5 is an example of controlling the light irradiation direction of the vehicle lamp unit 20 when the traveling state of the own vehicle V is the “curve entrance state”.

If the traveling state of the own vehicle V is the "curve entrance state", that is, when the own vehicle V is traveling on a relaxation curve road in which the radius of the curve gradually decreases as shown in FIG. 5A. If the steering angle swivel angle θ1 is selected as the swivel angle according to the traveling state of the own vehicle V, there is a problem that the driver's line-of-sight direction D cannot be irradiated. This means that when the traveling state of the own vehicle V is the "curve entrance state", the driver's line of sight D moves in the direction ahead of the steering or before the steering is reflected in the steering angle swivel angle θ1. This is because the movement of the optical axis of the vehicle lamp unit 20 is delayed without following the movement of the driver's line of sight.

On the other hand, since the white line detection swivel angle θ2 is calculated regardless of the steering state, when the traveling state of the own vehicle V is the “curve entrance state”, the white line is detected as the swivel angle according to the traveling state of the own vehicle V. By selecting the swivel angle θ2, it is possible to irradiate the driver's line-of-sight direction D regardless of the steering state (see FIG. 5B). That is, when the traveling state of the own vehicle V is the “curve entrance state”, the white line detection swivel angle θ2 is selected as the swivel angle according to the traveling state of the own vehicle V, so that the optical axis of the vehicle lamp unit 20 can be moved. Improved responsiveness.

Further, for example, when the traveling state of the own vehicle V determined by the traveling state determination unit 44 is the “constant curve state”, the swivel angle selection unit 45 determines the steering angle swivel angle θ1 as the swivel angle according to the traveling state of the own vehicle V. Select. The advantages of this are:

FIG. 6 is an example of the detection range (shooting range of the imaging device 32) when the traveling state of the own vehicle V is the “constant curve state”.

If the traveling state of the own vehicle V is the "constant curve state", that is, when the own vehicle V is traveling on a curved road having a constant radius as shown in FIG. 6, the traveling state of the own vehicle V is set. If the white line detection swivel angle θ2 is selected as the corresponding swivel angle, there is a problem that the optical axis direction (light irradiation direction) of the vehicle lighting equipment unit 20 is not stable. This is because when the traveling state of the own vehicle V is the “constant curve state”, the white line detection swivel angle θ2 may not be calculated correctly.

For example, as shown in FIG. 6, depending on the curve shape (for example, a sharp curve), a part of the traveling path is out of the detection range (outside the shooting range of the imaging device 32), so the white line detection swivel angle θ2 is calculated correctly. It may not be possible. The hatched area in FIG. 6 indicates that it is within the detection range (within the imaging range of the imaging device 32), and the other areas are outside the detection range (outside the imaging range of the imaging device 32). Further, depending on the curve shape (for example, a sharp curve), the white line on the road in front of the own vehicle V rapidly moves within the detection range of the white line detection unit 41 (the shooting range of the imaging device 32), so that the white line detection swivel In some cases, the angle θ2 cannot be calculated correctly.

On the other hand, the steering angle swivel angle θ1 is calculated regardless of the detection range (shooting range of the imaging device 32) and the steering is reflected in the steering angle swivel angle θ1, so that the vehicle V travels. When the state is the "constant curve state", by selecting the rudder angle swivel angle θ1, the driver's line-of-sight direction D can be stably irradiated regardless of the curve shape.

Further, for example, when the traveling state of the own vehicle V determined by the traveling state determination unit 44 is the “curve exit state”, the swivel angle selection unit 45 sets the swivel angle according to the traveling state of the own vehicle V as the white line detection swivel angle θ2. Select. The advantages of this are:

FIG. 7 is an example of controlling the light irradiation direction of the vehicle lamp unit 20 when the traveling state of the own vehicle V is the “curve exit state”.

If the traveling state of the own vehicle V is the "curve exit state", that is, when the own vehicle V is traveling on a relaxation curve road in which the radius of the curve gradually increases as shown in FIG. 7A. If the steering angle swivel angle θ1 is selected as the swivel angle according to the traveling state of the own vehicle V, there is a problem that the driver's line-of-sight direction D cannot be irradiated. This means that when the traveling state of the own vehicle V is the "curve exit state", the driver's line of sight D moves in the direction ahead of the steering or before the steering is reflected in the steering angle swivel angle θ1. This is because the movement of the optical axis of the vehicle lamp unit 20 is delayed without following the movement of the driver's line of sight.

On the other hand, since the white line detection swivel angle θ2 is calculated regardless of the steering state, when the traveling state of the own vehicle V is the “curve exit state”, the white line is detected as the swivel angle according to the traveling state of the own vehicle V. By selecting the swivel angle θ2, it is possible to irradiate the driver's line-of-sight direction D regardless of the steering state (see FIG. 7B). That is, when the traveling state of the own vehicle V is the “curve exit state”, the white line detection swivel angle θ2 is selected as the swivel angle according to the traveling state of the own vehicle V, so that the optical axis of the vehicle lamp unit 20 can be moved. Improved responsiveness.

The vehicle lighting unit control unit 46 controls the vehicle lighting unit 20 based on the swivel angle selected by the swivel angle selection unit 45. Specifically, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 so as to irradiate the swivel angle direction selected by the swivel angle selection unit 45. For example, the vehicle lamp unit 20 is controlled so as to form a headlamp light distribution pattern that maximizes the luminosity in the swivel angle direction selected by the swivel angle selection unit 45. The vehicle lamp unit control unit 46 is an example of the control means of the present invention.

The vehicle lamp unit 20 irradiates the swivel angle direction selected by the swivel angle selection unit 45 according to the control from the control unit 40 (vehicle lamp unit control unit 46) (for example, the swivel selected by the swivel angle selection unit 45). A light distribution pattern for headlamps (which maximizes the luminous intensity in the angular direction) is formed.

The vehicle lighting unit 20 is for a vehicle capable of forming a headlamp light distribution pattern that irradiates the swivel angle direction selected by the swivel angle selection unit 45 according to the control from the control unit 40 (vehicle lighting unit control unit 46). It may be a lamp unit, and its configuration may be any.

For example, although not shown, the vehicle lighting unit 20 forms a light distribution pattern for headlamps by projecting an image drawn by a plurality of light sources arranged in a horizontal direction or in a matrix with a projection lens. Can be used. Further, as the vehicle lighting unit 20, a vehicle lighting unit that forms a light distribution pattern for a head lamp by projecting an image drawn by a laser beam scanned by a light deflector (MEMS mirror or the like) with a projection lens. It can also be used. Further, as the vehicle lamp unit 20, a light distribution pattern for headlamps is formed by projecting an image drawn by a micromirror at an on position among the micromirror groups constituting a DMD (DigitalMirrorDevice) with a projection lens. A vehicle lighting unit can be used. Further, as the vehicle lighting unit 20, a vehicle lighting unit that forms a light distribution pattern for a headlamp by projecting an image drawn by an LCD (liquid crystal display) with a projection lens can be used.

Next, an outline of an operation example of the vehicle lighting system 10 having the above configuration will be described.

FIG. 8 is a flowchart for explaining an outline of an operation example of the vehicle lighting equipment system 10.

The flowchart shown in FIG. 8 starts when the headlamp switch is turned on and ends when the headlamp switch is turned off, for example.

In the following description, the rudder angle swivel angle calculation unit 42 periodically calculates the rudder angle swivel angle θ1, and the white line detection swivel angle calculation unit 43 periodically calculates the white line detection swivel angle θ2. And.

When the headlamp switch is turned on, the traveling state determination unit 44 determines the current traveling state of the own vehicle V (step S30).

Next, the swivel angle selection unit 45 determines the steering angle swivel angle θ1 calculated by the rudder angle swivel angle calculation unit 42 and the running state determination unit 44 among the white line detection swivel angle θ2 calculated by the white line detection swivel angle calculation unit 43. The swivel angle is selected according to the traveling state of the own vehicle V (step S31).

Next, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 based on the swivel angle selected by the swivel angle selection unit 45 (step S32). Specifically, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 so as to irradiate the swivel angle direction selected by the swivel angle selection unit 45.

Next, the details of the operation example of the vehicle lighting system 10 having the above configuration will be described.

FIG. 9 is a flowchart for explaining the details of the operation example of the vehicle lighting equipment system 10.

The flowchart shown in FIG. 9 starts when the headlamp switch is turned on and ends when the headlamp switch is turned off, for example. The process shown in FIG. 9 is realized by the control unit 40 (CPU) executing a predetermined program read from the ROM into the RAM.

In the following description, the rudder angle swivel angle calculation unit 42 periodically calculates the rudder angle swivel angle θ1, and the white line detection swivel angle calculation unit 43 periodically calculates the white line detection swivel angle θ2. And.

When the head lamp switch is turned on, the control unit 40 calculates the current steering amount (rudder angle) based on the signal from the steering angle sensor 30 (step S301), and the previous steering amount is stored from the previous steering amount storage unit 48. (Rudder angle) is read out (step S302).

Next, the control unit 40 calculates the steering change amount by subtracting the previous steering amount read in step S302 from the current steering amount calculated in step S301 (step S303).

Next, the traveling state determination unit 44 determines the traveling state of the own vehicle V (steps S304 to S313).

For example, when the "straight-ahead state" is stored in the previous running state storage unit 49 (step S304: straight-ahead state), the running state determination unit 44 determines the curve entrance (step S305).

The curve entrance judgment is a judgment as to whether or not the vehicle has changed from the straight-ahead state to the curve entrance state. Specifically, it is determined whether or not the steering change amount> the first threshold value A and whether or not the steering satisfies the condition of the change from the center to the outside. Here, as the steering change amount, the one calculated in step S303 is used. As the first threshold value A, the one stored in the threshold value storage unit 47 is used. Whether or not the steering changes from the center to the outside is determined based on, for example, the current steering amount calculated in step S301 and the steering amount stored in the previous steering amount storage unit 48. For example, when the current steering amount calculated in step S301 is larger than the steering amount stored in the previous steering amount storage unit 48, it is determined that the steering is a change from the center to the outside.

When the determination result in step S305 is Yes (step S305: Yes), the traveling state determination unit 44 determines that the current traveling state is the "curve entrance state" and updates the stored contents of the previous steering amount storage unit 48 (step S305: Yes). Step S306). Specifically, the current traveling state "curve entrance state" is stored (for example, overwritten) in the previous steering amount storage unit 48.

On the other hand, when the determination result in step S305 is No (step S305: No), the traveling state determination unit 44 determines that the current traveling state is "straight ahead". In this case, since the "straight-ahead state" is already stored, the stored contents of the previous steering amount storage unit 48 are not updated.

Further, for example, when the "curve entrance state" is stored in the previous traveling state storage unit 49 (step S304: curve entrance state), the traveling state determination unit 44 makes a constant curve determination (step S307).

The curve constant judgment is a judgment as to whether or not the radius of the entered curve has become constant. Specifically, it is determined whether or not the condition of steering change amount <second threshold value B is satisfied. Here, as the steering change amount, the one calculated in step S303 is used. As the second threshold value B, the one stored in the threshold value storage unit 47 is used. Instead of this condition, the condition of rudder angle swivel angle θ1> white line detection swivel angle θ2 may be used.

When the determination result in step S307 is Yes (step S307: Yes), the traveling state determination unit 44 determines that the current traveling state is the "constant curve state", and updates the stored contents of the previous steering amount storage unit 48 ( Step S308). Specifically, the current traveling state "constant curve state" is stored (for example, overwritten) in the previous steering amount storage unit 48.

On the other hand, when the determination result in step S307 is No (step S307: No), the traveling state determination unit 44 determines that the current traveling state is the "curve entrance state". In this case, since the "curve entrance state" is already stored, the stored contents of the previous steering amount storage unit 48 are not updated.

Further, for example, when the "constant curve state" is stored in the previous traveling state storage unit 49 (step S304: constant curve state), the traveling state determination unit 44 determines the curve exit (step S309).

The curve exit judgment is a judgment as to whether or not the curve has begun to return to a straight line. Specifically, it is determined whether or not the steering change amount> the third threshold value C and the condition of the change in which the steering returns to the center is satisfied. Here, as the steering change amount, the one calculated in step S303 is used. As the third threshold value C, the one stored in the threshold value storage unit 47 is used. Whether or not the steering changes to return to the center is determined based on, for example, the current steering amount calculated in step S301 and the steering amount stored in the previous steering amount storage unit 48. For example, when the current steering amount calculated in step S301 is smaller than the steering amount stored in the previous steering amount storage unit 48, it is determined that the steering is a change to return to the center.

When the determination result in step S309 is Yes (step S309: Yes), the traveling state determination unit 44 determines that the current traveling state is the "curve exit state", and updates the stored contents of the previous steering amount storage unit 48 ( Step S310). Specifically, the current traveling state "curve exit state" is stored (for example, overwritten) in the previous steering amount storage unit 48.

On the other hand, when the determination result in step S309 is No (step S309: No), the traveling state determination unit 44 determines that the current traveling state is the "constant curve state". In this case, since the "constant curve state" is already stored, the stored contents of the previous steering amount storage unit 48 are not updated.

Further, for example, when the "curve exit state" is stored in the previous traveling state storage unit 49 (step S304: curve exit state), the traveling state determination unit 44 makes a straight-ahead determination (step S311).

The straight-ahead judgment is a judgment as to whether or not the curve has ended and the road has returned to a straight road. Specifically, it is determined whether or not the steering change amount <fourth threshold value D or the steering angle satisfies the condition corresponding to straight ahead. Here, as the steering change amount, the one calculated in step S303 is used. As the fourth threshold value D, the one stored in the threshold value storage unit 47 is used. Whether or not the steering angle is equivalent to straight ahead is determined based on, for example, the current steering amount calculated in step S301 and the steering amount stored in the previous steering amount storage unit 48. For example, when the difference between the current steering amount calculated in step S301 and the steering amount stored in the previous steering amount storage unit 48 is smaller than a predetermined threshold value, it is determined that the steering angle is equivalent to straight ahead. ..

When the determination result in step S311 is Yes (step S311: Yes), the traveling state determination unit 44 determines that the current traveling state is "straight ahead" and updates the stored contents of the previous steering amount storage unit 48 (step). S312). Specifically, the previous steering amount storage unit 48 stores the current traveling state "straight-ahead state" (for example, overwrites it).

On the other hand, when the determination result in step S311 is No (step S311: No), the traveling state determination unit 44 determines that the current traveling state is the "curve exit state". In this case, since the "curve exit state" is already stored, the stored contents of the previous steering amount storage unit 48 are not updated.

Next, after the traveling state of the own vehicle V is determined as described above, the control unit 40 updates the stored contents of the previous steering amount storage unit 48 (step S313). Specifically, the steering amount (steering angle) calculated in step S301 is stored (for example, overwritten) in the steering amount storage unit 48 last time.

Next, among the rudder angle swivel angle θ1 calculated by the rudder angle swivel angle calculation unit 42 and the white line detection swivel angle θ2 calculated by the white line detection swivel angle calculation unit 43, the traveling state determination unit 44 of the swivel angle selection unit 45 The swivel angle according to the traveling state of the own vehicle V determined as described above is selected (steps S314 to S318).

For example, when the determination result of the traveling state of the own vehicle V is the "straight-ahead state" (step S314: straight-ahead state), that is, when the traveling state determination unit 44 stores the "straight-ahead state", the swivel angle selection unit 45 Selects the white line detection swivel angle θ2 calculated by the white line detection swivel angle calculation unit 43 (step S315).

Hereinafter, although not shown, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 based on the white line detection swivel angle θ2 selected by the swivel angle selection unit 45. Specifically, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 so as to irradiate the white line detection swivel angle θ2 direction selected by the swivel angle selection unit 45.

The vehicle lighting unit 20 irradiates the white line detection swivel angle θ2 direction selected by the swivel angle selection unit 45 according to the control from the control unit 40 (vehicle lighting unit control unit 46) (for example, the swivel angle selection unit 45 emits light). A light distribution pattern for a headlamp (which maximizes the luminous intensity in the selected white line detection swivel angle θ2 direction) is formed.

As described above, when the traveling state of the own vehicle V is the “straight-ahead state” (step S314: straight-ahead state), the white line detection swivel angle θ2 is selected as the swivel angle according to the traveling state of the own vehicle V. As shown in 4 (b), the driver's line-of-sight direction D can be irradiated regardless of the steering state.

Further, for example, when the determination result of the traveling state of the own vehicle V is the "curve entrance state" (step S314: curve entrance state), that is, when the traveling state determination unit 44 stores the "curve entrance state", the swivel The angle selection unit 45 selects the white line detection swivel angle θ2 calculated by the white line detection swivel angle calculation unit 43 (step S316).

Hereinafter, although not shown, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 based on the white line detection swivel angle θ2 selected by the swivel angle selection unit 45. Specifically, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 so as to irradiate the white line detection swivel angle θ2 direction selected by the swivel angle selection unit 45.

The vehicle lighting unit 20 irradiates the white line detection swivel angle θ2 direction selected by the swivel angle selection unit 45 according to the control from the control unit 40 (vehicle lighting unit control unit 46) (for example, the swivel angle selection unit 45 emits light). A light distribution pattern for a headlamp (which maximizes the luminous intensity in the selected white line detection swivel angle θ2 direction) is formed.

As described above, when the traveling state of the own vehicle V is the "curve entrance state" (step S314: curve entrance state), the white line detection swivel angle θ2 is selected as the swivel angle according to the traveling state of the own vehicle V. , As shown in FIG. 5B, the driver's line-of-sight direction D can be irradiated regardless of the steering state.

Further, for example, when the determination result of the traveling state of the own vehicle V is the "constant curve state" (step S314: constant curve state), that is, when the "constant curve state" is stored in the traveling state determination unit 44, the swivel The angle selection unit 45 selects the steering angle swivel angle θ1 calculated by the steering angle swivel angle calculation unit 42 (step S317).

Hereinafter, although not shown, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 based on the steering angle swivel angle θ1 selected by the swivel angle selection unit 45. Specifically, the vehicle lighting unit control unit 46 controls the vehicle lighting unit 20 so as to irradiate the steering angle swivel angle θ1 direction selected by the swivel angle selection unit 45.

The vehicle lighting unit 20 irradiates the steering angle swivel angle θ1 direction selected by the swivel angle selection unit 45 according to the control from the control unit 40 (vehicle lighting unit control unit 46) (for example, the swivel angle selection unit 45. The light distribution pattern for the headlamp (which maximizes the luminous intensity in the selected steering angle swivel angle θ1 direction) is formed.

As described above, when the traveling state of the own vehicle V is the "constant curve state" (step S314: constant curve state), the steering angle swivel angle θ1 is selected as the swivel angle according to the traveling state of the own vehicle V. , Regardless of the curve shape, the driver's line-of-sight direction D can be stably irradiated.

Further, for example, when the determination result of the traveling state of the own vehicle V is the "curve exit state" (step S314: curve exit state), that is, when the traveling state determination unit 44 stores the "curve exit state", the swivel The angle selection unit 45 selects the white line detection swivel angle θ2 calculated by the white line detection swivel angle calculation unit 43 (step S318).

Hereinafter, although not shown, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 based on the white line detection swivel angle θ2 selected by the swivel angle selection unit 45. Specifically, the vehicle lamp unit control unit 46 controls the vehicle lamp unit 20 so as to irradiate the white line detection swivel angle θ2 direction selected by the swivel angle selection unit 45.

The vehicle lighting unit 20 irradiates the white line detection swivel angle θ2 direction selected by the swivel angle selection unit 45 according to the control from the control unit 40 (vehicle lighting unit control unit 46) (for example, the swivel angle selection unit 45 emits light). A light distribution pattern for a headlamp (which maximizes the luminous intensity in the selected white line detection swivel angle θ2 direction) is formed.

As described above, when the traveling state of the own vehicle V is the "curve entrance state" (step S314: curve exit state), the white line detection swivel angle θ2 is selected as the swivel angle according to the traveling state of the own vehicle V. , As shown in FIG. 7B, the driver's line-of-sight direction D can be irradiated regardless of the steering state.

As described above, according to the present embodiment, it is possible to provide a vehicle lamp system 10 capable of stably irradiating the driver's line-of-sight direction regardless of the traveling state. In other words, the responsiveness of the optical axis movement of the vehicle lamp unit 20 is good (that is, the steering is swivel angle) when entering a curve (straight ahead, entering a curve) and exiting a curve (exiting a curve). It is possible to provide a vehicle lighting system 10 capable of irradiating the driver's line-of-sight direction before being reflected) and stably irradiating the driver's line-of-sight direction when the curve is constant. it can.

This does not control the optical axis (light irradiation direction) of the vehicle lamp unit 20 based on one of the steering angle swivel angle θ1 and the white line detection swivel angle θ2, but the steering angle swivel angle θ1 and the white line detection swivel angle θ2. Of these, the swivel angle according to the running state of the own vehicle V determined by the traveling state determination unit 44 is selected, and the optical axis (light irradiation direction) of the vehicle lighting equipment unit 20 is controlled based on the selected swivel angle. It is due to the fact.

Next, a modified example will be described.

In the above embodiment, an example in which the rudder angle swivel angle calculation unit 42 and the white line detection swivel angle calculation unit 43 are used as the swivel angle calculation means has been described, but the present invention is not limited to this. As the swivel angle calculation means, a swivel angle calculation unit other than the rudder angle swivel angle calculation unit 42 and the white line detection swivel angle calculation unit 43 may be used. Further, as the swivel angle calculation means, three or more swivel angle calculation units may be used.

Further, in the above embodiment, an example in which the traveling state determining unit 44 (steps S304 to S312) is used as the traveling state determining means has been described, but the present invention is not limited to this. The traveling state determining means may have any configuration as long as it can determine the traveling state of the own vehicle V. For example, as the traveling state determination means, a car navigation device or other device capable of determining a traveling route (planned traveling route) in front of the own vehicle may be used.

Further, in the above embodiment, an example in which the white line detection unit 41 is used as the curve curvature calculating means for calculating the curve curvature of the traveling path of the own vehicle V has been described, but the present invention is not limited to this. The curve curvature calculating means may have any configuration as long as it can calculate the curve curvature of the traveling path of the own vehicle V. For example, as the curve curvature calculating means, a car navigation device or other device capable of calculating the curve curvature of the traveling path in front of the own vehicle V may be used.

Further, in the above embodiment, an example (electronic swivel) in which the optical axis (light irradiation direction) of the vehicle lamp unit 20 is electronically controlled has been described, but the present invention is not limited to this. For example, a swivel mechanism (actuator or the like) controlled by the control unit 40 causes a vehicle lamp unit (a general vehicle lamp unit other than the vehicle lamp unit 20 may be used) to rotate in the left-right direction for a vehicle. The optical axis (light irradiation direction) of the lamp unit 20 may be mechanically controlled.

Further, in the above embodiment, an example (step S305, S307, S309, S311) of determining the traveling state based on the change of the steering angle (steering wheel operation) information has been described, but the present invention is not limited to this. For example, in step S305, as a curve entrance determination, it may be further determined whether or not the curvature of the white line detected by the white line detection unit 41 has changed from a straight line equivalent to a curve. For example, when the curvature of the white line detected by the white line detection unit 41 is smaller than a predetermined threshold value, it is determined that the curve corresponds to a straight line, and the curvature of the white line detected by the white line detection unit 41 is a predetermined threshold value. If it is larger, it is judged that the curve has changed.

By adding this condition, the running condition can be judged more accurately. Similarly, in steps S307, S309, and S311, the traveling state can be determined more accurately by performing additional determination.

The numerical values shown in the above embodiments are all examples, and it goes without saying that an appropriate numerical value different from this can be used.

The above embodiment is merely an example in every respect. The present invention is not limitedly construed by the description of the above embodiment. The present invention can be practiced in various other forms without departing from its spirit or key features.

10 ... Vehicle lighting system, 20 ... Vehicle lighting unit, 30 ... Steering angle sensor, 31 ... Vehicle speed sensor, 32 ... Imaging device, 40 ... Control unit, 41 ... White line detection unit, 42 ... Steering angle swivel angle calculation unit, 43 ... white line detection swivel angle calculation unit, 44 ... running state determination unit, 45 ... swivel angle selection unit, 46 ... vehicle lighting unit control unit, 47 ... threshold storage unit, 48 ... steering amount storage unit, 49 ... running State storage unit, D ... line-of-sight direction (line of sight), V ... own vehicle, θ1 ... rudder angle swivel angle, θ2 ... white line detection swivel angle

Claims (6)

Multiple swivel angle calculation means and
Driving condition determination means for determining the traveling condition of the own vehicle,
A swivel angle selecting means for selecting a swivel angle according to the running state of the own vehicle determined by the traveling state determining means among the swivel angles calculated by each of the plurality of swivel angle calculating means.
Vehicle lighting unit and
A vehicle lamp system including a control means for controlling a light irradiation direction of the vehicle lamp unit based on a swivel angle selected by the swive angle selection means. The plurality of swivel angle calculating means include a first swivel angle calculating means for calculating the first swivel angle based on the steering angle of the own vehicle, and a second swivel angle calculating means for calculating the second swivel angle based on the curve curvature of the own vehicle traveling route. The vehicle lighting system according to claim 1, further comprising a swivel angle calculating means. A curve curvature calculating means for calculating the curve curvature of the vehicle's planned travel route based on an image in front of the vehicle captured by an image pickup device mounted on the vehicle
The vehicle lighting system according to claim 2, further comprising a steering angle sensor for detecting the steering angle of the own vehicle. The claim that the swivel angle selecting means selects the second swivel angle calculated by the second swivel angle calculating means when the determination result by the traveling state determining means is a straight running state, a curve entrance state, or a curve exit state. The vehicle lighting system according to 2 or 3. When the determination result by the traveling state determining means is in a constant curve state, the swivel angle selecting means according to any one of claims 2 to 4 for selecting the first swivel angle calculated by the first swivel angle calculating means. The vehicle lighting system described. The vehicle lighting system according to any one of claims 1 to 5, wherein the traveling state determining means determines the traveling state of the own vehicle based on at least a comparison result between the steering angle of the own vehicle and the threshold value.

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